Railway-traffic-controlling apparatus



l.. V. LEWIS.

RAILWAY TRAFFIC CONTROL-LING APPARATUS. nrrucmon mtu mem. |911.

Patented July 29, 1919.

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s e *s* g 'I3 an L. V. LEWIS.

RAILWAY TRAFFIC CONTBOLLING APPARATUS.

APPLlcATlon mso Aus-3|. 19u.

'1,3 1 1,607. Patented July 29, 1919.

2 SHEETS-SHEET 2.

.So urce of FLuu' Pressure WITNESSES INVENTQR IE mU'MIlA MNOGIAPN C0., WASHINGTDN, D. C.

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UNITED STATES PATENT oFFioE.

LLOYD V. LEWIS, OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 8L SIGNAL COMPANY, 0F SWISSVALE, PENNSYLVANIA, A CORPORATION 0F PENNSYLVANIA.

Specification of Letters Patent.

Patented July 29, 1919.

Application filed August 31, 1917. `Serial No. 189,044.

T0 all "whom it may concern.'

Be it known that I. LLOYD V. Lewis, a citizen oi the United States, residing at Edgewood borough, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvvments in Railway-l`raliic-Controlling Apparatus. of which the following a specification.

My invention relates to railway traiiic controlling apparatus, and particularly to apparatus for governing the speed of railway cars and trains.

I will describe one form of apparatus embodying my inventionand will then point out the novel features thereof in claims.

In the accompanying drawings, Figure l is a diagrammatic view showing-a railway track having applied thereto one form of controlling apparatus embodying 'my invention. Fig. 2 is a view showing one form and arrangement of apparatus carried by a car or train and arranged to cooperate with the trackway apparatus shown in Figi, and also embodying my invention. Fig. 3 is a detail View showing one means for connecting a portion ofthe apparatus shown in Fig. 1 with an axle of the vehicle.

Similar reference characters reer to similar parts in each of the views.

Referring Vfirst to Fig. 1, theV reference characters 1, 1 designate the track rails Vof a railway, which rails'are divided by. suitable means, such as insulated joints v2, into a pluralit of successive block sectioiisvG'-.-D, D--E, --F, etc. Traffic over` lthe''railway normally moves in the direction indicated by the arrow. Each block sectionV is.` provided with atrack' circuit comprisin vtliie rails of the section, and a :source o Asignaling currerit` and a relay R connected with the rails of the section adjacent the exit and entrance -endsrespectivelyn -Each section may-be providedv with asigiia S which signalsuare' controlled by the'reia'ys R, although'these signals are' not @essential to the reinainderwdfthe system. Iil si als are provided, 'each one isi adapted tolii -icate stop when the corresponding section is occupied, caution when the correspond ing section is unoccupied and the section next in advance is occupied, and proceed vwhen the corresponding section and the section next in advance are unoccupied. The circuits for controlling these signals i'orm no part of my invention, and hence they are omitted from the drawing for the sake of clearness.

Located adjacent the entrance end of each block section are two trackway magnets A and B, these magnets preferably being located side byside between the rails, as shown in Fig. 2. Eachmagnet (see Fig. 2) comprises a U-shaped core 4 of magnetizable material, such as soft iron, the legsof which project. upwardly, and a windin 5 on the core for `energizing the same. ocated 0n Athe train (Fig. 2) are two ma nets A3 and B3, which pass in inductive re ation to the tiackway magnets A and B, respectively, as the train proceeds along the track. Each of the train-carried magnets is similar to the tracliway magnets except that the legs of the core project downwardly. It will be sec-ii that as the train passes over the trackway magnets, current will be induced in the winding of each train magnet if 'theI correspondin tracltwaymagnet is energized, but not if t ie corresponding Ytraclrway magnet is' denergized.

Referring again to Fig. 1, the tracliway magnet A at the entrance of each sectionl is controlled by the track relay for such sectionand also by the track re ay forthe section in advance, sothat this magnet is energized only when both of these sections are unoccupied. lFor example, `the circuit .for magnet A at the entrance of block scction C---Dy is from'battery at location I), `through wire\7,'c:ontact 8 of relay R at Ilocation D, wire 9, contactfl() of relayR at flocation C,.wire 11,L `winding of.v magnet A, l

wire 12,'conimon wire O, wirel? to battery Y'6. The trackway magnet: B at the entrance oteach block? section is controlled' bythe 4track relay of such block section so that 4this magnet is energized when such section is unoccupied, even though the section next in advance may be occupied. For example, the circuit for magnet B at the entrance to block section C--D is from the adjacent battery (i, through wire 7, contact 8 of relay R at location C, wire 13, Windin of magnet B, wire 12, common wire 0 an wire 17 be battery 6.

Located at intervals in each block section are other trackway magnets A' and A2, all of which are in alinement with magnets A, so that they are in inductive relation with the hein-carried' magnetl A3 as the 'train passes along the track. The last magnet in each block section is designated A2, whereas the magnets between this and the m net A at the entrance end of the block section are designated A.. Each magnet A is constantly energized, the circuit being from battery 6 at the next signal location through wire 14, one ci the wires 14, ma net A', wire 15, common Wire O and wire 1- to battery G. In other words, the magnets A in each section are connected in multiple across wires 14 and O. Magnet A2 in each block section is controlled by the relay R for the section next in advance, so that this magnet is energized or not, according as the scction next in advance is unoccupied ror is occupied. For example, .the circuit for magnet A2 in block section G--D is from battery 6 at location D, ithmugh wire 7, contact 8-ofrelay R, wires 9 and 16, magnet A2, Wire 18, common wire'O, and wire 17 to battery 6.

The spacing of the trackway magnets A, A and A2 depends upon the constant of a run-down device constituting part of the train-carried apparatus, aswill be explained heneinaxfter.

Referring now tc F ig. 2, I have shown at the right-hand end of the drawing a device I which I will term a speed re sponsive device. Thisdelvice comprises a box 19, in two opposite walls of which is journaled a hollowy shaft 26. This shaft carries at itscuter end as` ur gear 21, which is connected through suitable gearing with a wheel or axle 4off the vehicle, ,sc that while the `vehicle is in motion the shadt 20 is constantly rotatedat :a speed proportional to the Swed of the vehicle The part of thewshaf't 201which is inside the box 1-9 is *provided4 with two diametrieally disposed arms in which are pivoted the two bell cranks 23, 23 of a centrifuge. These bell cranks coact with a head 25, which is ffreely mounted on a stem 24 passing through `the shaftv 22. The head 25 coasts with another head 26 xed to the stem 24, the two heads being separated by a ball bearing-to reduce friction. Suitable means alle provided, as hereinafter-described, `iclr biasing the stem 24 twas-d' 'the right, thus opposing the natural tendency of the centrifuge to open while the vehicle is in motion. The righthand end of the stem 24 constitutes a valve 27 which controls the vehicle brakes in any suitable manner, the control bein such that the brakes are applied when this valve is opened. When the centrifuge is closed, the valve 27 is closed, but when the centrifuge opens, it moves the stem 24 to the left and so opens valve 27.

The means for biasing stem 24 toward the right is, in the form here shown, arranged to exert three different pressures on this stem, thus imposing three di'ercnt speed limits on the vehicle. This means is as follows:

Attached to the box 19 is a cylinder and between the two is a diaphragm 30 of suitable flexible material, this diaphragm being hield in place between anges on the box and on the cylinder. The left-hand end of Stem 24 is provided with a head 2S bearing against the diaphragm 30, whereby when the vehicle is in motion this head tends to bend the diaphragm to the left duc to the force exerted by the centrifuge. TWithin thc cylinder '37 is a spring 31 one end of which rests against a head 29 on the opposite side of the diaphragm from the head 28 andthe other fend of which spring rests against a piston 32 adapted to reciprocate in th-e cylinder. The spring 31 is .so adjusted that when the piston .is at the left-hand end of its cylinder, as shown in the drawing, the pressure exerted on the stem 24 through the diaphragm y3() is of such value that as long as the vehicle does not exceed -a predetermined low speed, for example, 15 miles per hour, the centrifuge will not open, but that if the vehicle exceeds this speed., the centrifuge will overcome the action of the spring and will open valve 27, thus causing an ap lication of the brakes. This spring then w ien fully expanded, as shown, imposes on the vehicle what Iwill term a low speed limit.7

34 designates a pipe for at times admitting Huid pressure to the cylinder 37 on the left-handside of piston 32. When this occurs, 'the pis-ton is driven to the right-hand end of the 4c linder, thus compressing the sprin' {i12-an so increasing the pressure eX- erted y this spring against the diaphragm 30. The pressure opposing the centrifuge is then ysuch as to permit the vehicle to travel at a. speed not exceeding a predetermined intermediate value, for example, 35 miles Vper hour, Without opening the centrifu'ge, and so it imposes what I will term an finternrediate-` 'speed limit In lorrder to` permit the vehicle to travel at high speed, such for example, as 60 miles pere heur, without: openi-n the centrifuge, I provide al pipe 33 whi opens into the cylinder 37 directly yon the left-hand face 4relays la and of diaphragm 30. 'This pipe is at times supplied with luidpressure and when so, it causes a high pressure to be excited directly on the; diaphragm, which pressure permits the vehicle to travel at high s )ced without causing the centriugeto open. vhis pressure, then, imposes what I will term a hi h speed limit l uid pressure, usually air, is at times supplied to pipe 34 from a reservoir or other suitable source, this supply being controlled by a valve B6, which in turn is controlled by a magnet M, which I will term the intermediate speed magnet. This magnet and valve are so arranged that `when the magnet is denergized, the valve disconnects the pipe 34 from the source of pressure and connects the pipe with atmosphere through an exhaust port 38, but that when the muguet is energized, the valve connects the pipe 34 with the source of fluid pressure and closes the exhaust port. In order to cause a gradual decrease in the pressure exerted against the piston 32 when magnet M is deenergized, l provide a timing reservoir T connected with the pi e 31. rfhis reservoir is, of course, chargerl with fluid pressure when the pipe 34 is connected with the source, but when the pipe 34 is disconnected from the source and opened to atmosphere the pressure in the reservoir T decreases gradually because of the small area of-,the ports in valve 36, and so. causes a gradual decrease in the pressure exerted against the piston. The timing reservoir T and Vthe small ports in the valve thus constitute what may be termed a secondary run-down device.

The supply 4of Huid pressure to the pipe 33 is controlled in a similar manner hy a valve 35 and a ma net H', which latter I will term the higi s eed magnet. The pipe 33 is provided witi :i timing reservoir T, the purpose of which is the same as that of the reservoir T', this timing reservoir T and the small ports in valve 35 constituting another secondary rundown device.

The intermediate speed magnet M is coiltiolled by an Iintermediate speed relay M, the circuit being from one terminal B of a, source of current through wire 6,5, contact 39 of relay M, wire 40,- inagnet M', wire 41 to the other terminal O of the source of current. The sourceof currentlv itself and the parts o i4 the circuit which do netpass through, th'e ap aratus shown in the. l,drawing, are omitte for the saire of simplicity. It will be, seen thaumagnet M is energized or denergized according as relay Mis energized or not. The hi h speeduinagnetH is similarlyv controlled., y `a contact 42 of a high s eed relayl H, the circuit being obvious from lie drawing.

RelaysH; `and M are controlled by two b and alsoby a run-down device J. I will first describe the run-down device, and will then explain the control of the relays H and M.

The i'un-down device J comprises an elongated casing 53, in which is journaled a gear wheel 54. This wheel carries a pin 54,, which coacts with a contact 104 to open this contact when the wheel 54 occupies the position in which it is shown in the drawing. When the Wheel 54 is rotated in the dii-ection of the arrow from the position in which it is shown, contact 104 closes due to its own bias. Fixed to the gear 54 is a spur ear 50 which meshes with a rack 00 mounte to reciprocate in the casing 53. This rack is biased toward the right, that is, to the position in which it is shown, by a spring 6l, but may be reset, that is, moved to the left in opposition to the action of the spring, by means which I will explain hereinafter. Movement of the rack 60 und geur 54 in response to the action of the spring (il is restrained by operatively connecting the gear with a wheel or axle ot' the vehicle, so that this movement takes place in proportion to the progress of the vehicle along the track. This connection comprises a gear 55 ineshing with ear 54 and connected with a geni' 5G througi a clutch 57. Gear 50 coacts with a worm 58 fastened to a shaft to which is also fixed a ratchet wheel 105. As shown in Fig. 3, this ratchet wheel is driven interinittently in one direction by a pawl 106 which in turn is reci rocated by a connecting rod 107. This r may derive its motion from some reciprocating part of the vehicle running gear, or, as ere shown, from a crank 108 on a sha-ft 109 geared to an axleJ of the vehicle. The urpose of the mechanism bctween the sha t 109- and the worin 58 is to provide that the direction of rotation ot' the Worin shall be the same irrespective of the direction of movement of the vehicle. The pur ose of the Worm 58 is to provide an irreversi le4 driving connection between ratchet wheel 105 and gear 56 so that gear 54 cannot rotate under the inuence of the spring 61 except as motion is imparted to the worm due to the movement of the vehicle. The clutch 57 is so arranged that gear 54 may be turned freely in the direction of the arrow, that is., in opposition to the action of vspring 61, to reset the device, but that movement of this gear in the other direction under the influence, of the spring is restrained by the worm 58 and so can take place only in proportion to the travel of the vehicle. The means here shown for resetting the rack and gear 54, that is, for movin the rack to the left in opposition to the ac ion of the spring, comprises a piston 62 sliding in a cylinder 53* constituting part of the casing 53. The right-hand face of this piston 6 2 is at times connected with the source of fiuid pressure by al. valve 63', which in turn is controlled by a magnet W. When this muguet is dcnergizcd, the rightlnmd end of the cylinder 53a is-unected with ntm-osphcre through e port 64, but when the n-ulgnet is energized the vulve 63 isl reversed to disconneiI the cylinder` from atmosphere and connect it with the ISource Aof Hui-d pressure.

The operation of the run-down device J is as follows:

As the vehicle proceeds along the track, gear 54 is gradually permitted'to rotate to such position that pin 54 opens contact 42, :is shown in the drawing. This position I will term the ultimate comlition of the device. If, then, the magnet W is momenturily energized, Huid pressure is admitted to the right-hztnd end of cylinder 53, thus rotuting gear 5i in the direction indicated "by the arrow :md so resetting the device, whereupon it again resumes its change toward its ultimate condition.

Each relay a and is provided with two windings. The upper winding of relay a is connected directly with the winding of the train-carried magnet A3, whereas the upper winding of relay o is connected directly with the winding of traiircarried magnet B3.. It will be seen, therefore, that W'hen either train-carried magnet A or B" passes over sin energized trackway magnet, the corresponding relay a or I) will he momentarily energized. In order to keep 'the contacts of relays a. and closed for an appreciable interval of time after such energi'zation, I provide tuo slow-releasing relays a and b', which relays coact with relays a and t, re spectively. in the following manner. While relay a, is de'euergized, relay a is energized. the circuit being from terminal B of e source of current through Wires and 66, lower point of contact 67 ofreley a, Wire '68, winding of relay c', and Wires 69 `sind 76 to thev termin-el 0' cf the source of current. When the upper-Winding' of relay a is momentarily energized, the contacts of'tiiis relay are, of course, picked` up, whereupon the lower winding of the same relay becomes en'- ergized through the following circuit: from terminal B of :l source of current, through 1.rires 75 and 66, upper point of Contact B7, Wire T1, lower winding of relay a, Wire 72, Contact 73 of relay ai', and Wires "74 und to the terminal 0 of the source of current. The picking up of a relay a opens vthe circuit for relay a' at Contact 67, butl iraslnuchv as this letter relay is slow-releasing* in character, its Contact 7 3 remains closedlfor Vali-uppreciable interval of time, so that relay a likewise remains energized for t'he same period of time. When relay a releases, it opens at Contact 73 the. circuit'for the lower winding of relay a, whereupon tl'ns relay 4minimi? likewise releases and theeonsoquenftmvelesl of ocutuw closes dalle circuit'for `reality c', which relaythen-agoin becomes energized. Relays a und a aiethenin thecondition in which they oreshowir in the drawings.

The ofreieys b and o" is exnctlyythe same-as cooperation of Vrelays a `and a', the circuit for relay b'L being' controlled 'by contact 70 of relay o. Relavs o and b are preferably of the se-caltedfl:lughes type, that is, are provided 'with permanently magnetioed cores andnmiwtures, so that these relays will respond 43o-close their contacts only when enorgizedby an impulse `in 'the proper direction. When passing over a track magnet A orB, tiheinduoed current impulse will 'be in one direction Whie approaching the tinck magnet and `in the opposite direction While Withd rowing*- rom the 'traaok magnet. The direction of current flow through the upper windings of relays c and t is so chosen that 'these relays will be energized as coils Ai or B are withdrawn from track mngnets A und B and the direction of current flow thmughthe lower windings of a and t is likewise chosento be that which will cause these-relaysto romain Apicked up.

The control (af-magnets Hiand M and of the mn-down device J 'by the relays a and b, wiil he traced out yin'desoril'ni'n'g; the operation of the system iisa whole, which, operation is as fol* s:`

Referring' te-Fig. 1, biock 'section E-F is occupied 'by e ycer or train U, so that signal S for this block section indicates stop. Consequently, magnets A and B at the entrance end of this Mock section are both deenergized because 'the relay R for the section is ope-n. Mignot A* in block section D-E is denergized, and magnet A at the entrance of this is likewise denergized. Megnet B, however, et the entrance of section D-E is energized. All ofthe trackway magnets for sectionG-D, including the two magnets at the entrance end of 'this section, are ene ."zed, nnd'aiithem'agne'ts A 'for sections `E mailE- T 'are energized.

I will new assume *that a, secondfcar or train passes through 'tliestretch of track shown in Fig. l'nnd-thatsuch car'ortrein is equippedwitir *the apparatus shown in Fig. 2. I'will further *assume that as such car or train a 4 edles section Q -D, of its relays andfMf-aie As the train passes overm dts A and B at the entrance ofsect'ion (B-J), both relays a and b will become-energized. Highspeed magnetd Hfis then energized, the-circuit beingfromhatteryNthro h contoctf?? of relay b", wite'f'l, cotitaictr Eloreht n', wire 80, upper contents-8lV o relay a, wire 82, Contact 83 of rclay'b; 'wires IB4 und 85, relay YH, and WiresY f8@ ando() te oommon wire 0. As scones 'relay- Hf up, magnet W of the run-down device J is energized through the following circuit: from battery, throu h contact 77 of relay b', wire 78, contact 9 of relay a', wires 80 and 87, upper point of contact 88 of relay a, wire 89, upper point of contact 90 of relay b, wire 91, upper point of contact 92 of relay H, Wire 93, lower point of contact 94 of relay M, wire 95, magnet W, and wire 96 to common wire O. The energization of magnet W causes the run-down device J to be reset away from its ultimate condition, whereupon this device again begins to run down as the train proceeds alon the track, because the circult of magnet is opened as soon as a or b' is denergized. Relay H, having thus been energized, is held closed after relays a and b open, the holding circuit being from batter through contact 104 of run-down device wires 43 and 43, contact 51 of magnet M, wire 97, contact 52 of relay H, wire 85, relay H, and wires 86 and 50 to common wire O. Re lay H thus remains energized as long as contact 104 of run-down device J remains closed. The energization of relay H causes high speed magnet H to become energized, and this in turn actuates valve 35 to admit fluid pressure to the diaphragm 30 of the speed responsive device P, so that the train may proceed at high speed (60 miles per hour).

As the train proceeds along the track, gear 54 of run-down device J moves slowly toward the position wherein pin 54 will open contact 42, but just before this position is reached the train passes over the first trackway magnet A 1n block section CD. This magnet being energized, a momentary impulse is induced in train-carried magnet A", which causes energization of relay a. Magnet W of run-down device J is then again energized through the followin circuit: from battery through con tact 7g? of relay b', wire 78, contact 79 of relay a', wires 80 and 87, upper point of contact88 of relay a, wire 89, lower point of contact 900i relay b, wires 95a and 95, magnet W, and wire 96 to common wire O. The run-down device J is thus restored bev fore its contact 104 is opened, and so this contact continues to hold closed the holding circuit 'for relay H.

The same operation takes place as the train passes over the second trackwa magnet A in block section C-D, and likewise the same operation takes place as the train passes over magnet A2 in this same section.

As the train enters section D-E, its relay b becomes energized,` but relay a re- -mains open, because trackway magnet B is energized lbut magnet A is denergized. Durin the period that relay, b is closed, lrelay Hecomes denergized, relay M is energized and magnet W of the rundown device J is likewise again energized to restore this device. The circuit for relay M is from battery, through contacts 77 and 79, wire 80, lower point of contact 81 of relay a wire 98, contact 99 of relay b, wires 100 an 48, relay M wires 49 and 50 to common wire O. The closure of relay M opens at contact 51 of this relay the holding circuit for relay H so that the latter relay becomes denerglzed. Magnet H thus becomes deenergized and magnet M becomes energized. The pressure upon the left-hand side of diaphragm 30 then gradually reduces, thereby gradually reducing the speed limit imposed upon the vehicle by the speed responsive device P, this reduction bein gadual because of the timing reservoir y agnet M being energized, however, fluid pressure is admitted to the left-hand end of cylinder 37, through pipe 34, whereby the train may proceed at the intermediate speed of 35 miles per hour without being brought to a stop. Relay M is provided with a holding circuit to kee this relay closed after relay b opens, this holding circuit being from battery, through contact 104 of run-- down device J, wire 43, contact 44 of rela H, wire 45, contact 46 of relay M, wires 47 and 48, relay M, wires 49 and 50 to common wire O. The circuit for magnet W is in this case from battery through contact 77, wire 78, contact 79, wires 8O and 87, back contact 88 of relay a, wire 101, front contact 1020i relay b, wire 103, front contact 94, wire 93, back contact 92, wires 95 and 95, magnet W, wire 96 to common wire O'.

When the train passes over the first magnet A in block section D-E, relay a is momentarily energized, whereupon the rundown device J is reset through the circuit first traced for this device, and the same thing is true as the train passes over the second trackway magnet A. of this block section. When, however, the train reaches magnet A2 in block section D-E, which is now denergized, the train-carried relay a, does not become energized. Consequently, when the train has passed a short distance beyond this magnet, the pin 54E of the run-down device J opens contact 104, whereupon relay M becomes denerglzed, thus denergizing magnet M so vthat the left-hand end of cylinder 37 of the speed responsive device P is disconnected from the source of fluid pressure and connected with atmosphere. The pressure now gradually flows out of the timing reservoir T', thus graduallI reducing the speed limit to the low value w ich I have herein assumed to be 15 miles per hour. The train can now `roceed at this speed until it comes Within sight of the train U in block section` E-F, or until it passes over an enerlgized trackway magnet iB. As the train passes over magnets A in section E-F, re lay as will be energized to restore run-down device J, but as magnets H and M are alrca denergized they will remain in that condition and maintain=the speed limit at 15 miles per hoer. It will be seen, therefore, that as the train passes point E, the secondary run-down device comprising reservoir T is set into operation when the main rundown device-J reaches its `nltillnnte condition.

From the foregoing it will be seen that when the apparatus on the train has been set for eithertlie lrrigl: er the intermediate speed limit at the entra/nce cfa block, it is' maintained in such eonditii during `the pasage of the train through the block, or `at least `until the train reaches the last magnet A2 inthe block.

I will now assume that after' the train had entered block section D-E, that is, after relay H" had been dee'nergized and relay M energized, the train in section E-F passed ont of this section into the next section in advance so that relay Rj for the section E-F became energized, thus energizing the trackway magnet A2 in block section D-'E and causin the signal S at the point E toassume t e caution position. Then as the following train passes overlmagnet A2 in section DEthe nin-down devised is again reset'tollund magnet lM ienergiaed so that the train can' continneat'the intermediate speed limit until it reaches magnets A and B at the entrance f block section EF,

In this application I do not claim the broad combination of a vrum-down device which changes constantly toward an ultimate condition while the vehicle is in motion, and means located at intervals in the traclrway for resettin such device away from its ultimate condition.

Although I `have lherein shown and described only one form and `ariaagement of apparatus and circnitsfembodyfingmy in'- vention, it is understood that'vario-nsehanges and `modifications may be made therein Within the scope of the lappended' claims with-- ont departing from the spirtand scope of my invention. y'

'Having thus discerned my invention, what I claim is:

I. Railway tralie controlling apparatus comprising speed-controlling ineens `on a vehieleor imposing aA lnrallity of diercnt speed and capa le of being-set to impose any onev ofi ssdlmts, a' rundown device en the vehielearranged 4-to= change progressively toward an tllltinate4 condition, means controlled by saiid device xforretsining said-speed-mntrollin `ineens n= the ecnditionlifn which it` has set until ysaid device reaches the ultimate condition, and! means including apparatus on the vehicle and devices located at intervals along the trackway for setting said speed-controllingr means to` impose a given speed limit and for resetting said run-down device away from ultimate condition.

2. Railway traffic controlling apparatus comprising speedcontrollin means on a vehicle for imposing a p11-1ra ity of different speed limits, a run-down device on the vehicle arranged to change progressively toward an ultimate cond-fition Within `a given interval after being reset, a trackway divided into block sections, means including apparatus on the vehicle and apparatus at the entrance end of each section for setting said speed controlling means to impose a given4 speed limit and forresetting said rum-down energized to'ca'use said means to impose the corresponding speed limit, a run-down device onthe vehicle arranged to change progressively toward annltimaate. condition within a given interval after-being reset, a tra'ckway divided into block sections,y means including apparatus on fthe vehicle and apparatus located at the entrance of each block section for energizing one or another or none of said magnets according to traffic conditions in advance and for resetting said rufnedvwn device, apparatus for each block section spaced at intervals less than the interval of said run-down device for restoring said device away from ultimate condition, and' means controlled said run-down device for holding energized the magnet which is energized at the entrance end of the Section.

4; Railway traic controlling apparatus comprising a inn-down device'can'ied onl a vehicle and arranged to change progressively toward an ultimate condition, speedcontrclling `means governed said rundown device and set into operation after the rim-down deviceV reachesl its ultimate condi tionvto impose a gradually reducing speed l limit, and means located at intervals in the traekway forresetting said run-down device away froml ultimate condition.

5. 'Railway tralrlc controlling apparatus comprisin af run-down device on the vehicle arranged'- ehaangef progressively toward an ultimate condition, n secondary run-down device also arranged to change progressively toward an ultimate condition, means controlled by said first device for releasin said secondary device when the first evice reaches its ultimate condition, a speed responsive mechanism on the vehicle, vehic1egoverning means controlled by said speed-responsive mechanism and by said secondary run-down device, and means includ- 10 ing apparatus on the vehicle and apparatus located in the trackway for resetting both copies of this patent muy be obtained ier ave cents each, by addressing the of said run-down devices, the first device being arranged teY automatically resume its change toward ultimate condition immediately after being reset.

In testimony whereof I affix my signature in presence of two Witnesses.

LLOYD V. LEWIS.

Witnesses:

A. HERMAN WEGNER, E. P. CRUM.

"Commissioner of Patents,

Washington, D. 0.," 

